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Most coolers used on board ship transfer heat from a hot fluid to seawater. For the main propulsion
engine the motor ship, the engine jacket water, lubricating oil and charge air must be cooled and
generally also water or oil used in cooling the pistons.
In a steam ship, apart from the heat yielded to the main condenser, the turbine and gearbox lubricating
oils provide the principal sources of heat rejected to the circulating cooling water.
Auxiliary prime movers require cooling and compressor intercoolers and after-coolers have already been
mentioned in another chapter. Steam heated heat exchangers include heavy fuel oil heaters, boiler air
pre-heaters, units to heat sea water for tank washing, evaporators, feed heaters and calorifiers.
Theory:
In almost all heat exchangers, heat flows from the hot fluid to a cooler one through an intermediate heat-
conductive wall, which takes up some intermediate temperature. The temperature profile across an
element of wall surface may be considered as approximating to that depicted in the figure below.
Where:
This is the basic equation governing the performance of a heat exchanger in which the heat transfer
surface is completely clean. Additional terms may be added to the right hand side of the equation to
represent the resistance to heat flow of films of dirt, scale, etc. The values of h1 and h2 are respectively
determined by the fluids and flow conditions on the two sides of the wall surface. Under normal
operating conditions, water flowing over a surface gives a relatively high coefficient of heat transfer, as
does condensing steam, whereas oil provides a considerably lower value. Air is also a poor heat transfer
fluid and it, is quite usual to modify, the effect of this by adding extended surface (fins) on the side of
the wall in contact with the air.
In a practical heat exchanger, the thermal performance is described by the equation:
It is some times important to appreciate the effect of variation of cooling water flow through a heat
exchanger.
The above graph illustrates two typical instances, one a jacket water cooler and the other a lubricating
oil cooler (both sea-water cooled), in which the difference in temperature between the hot fluid and the
sea-water is plotted against sea-water flow, assuming constant hot fluid flow and rate of heat transfer.
At one end of the heat exchanger the tube plate is secured between the cylinder and water-box (header),
the other end is free to move through an expansion ring permitting movement of the tube stack as a
whole to accommodate differential expansion between the tube stack and shell. Also, since two separate
elastomer seals lay either side of the expansion/leakage ring (see figure on page 4) in the event of
leakage past either seal, the two fluids cannot intermix.
The above figure shows a typical shell and tube heat exchanger incorporating the above arrangements.
Figure on page 4 shows typical fixed and expansion end header arrangements. Headers may be designed
to give single, double or more passes of cooling water through the tubes. The headers are provided with
removable covers thus providing access to the tubes for cleaning.
Most marine heat exchangers are of the shell-and-tube type, an example of which is shown in the figure
below. A tube bundle, or stack, is inserted inside a shell, whose branches are connected into the
circulating system of the hot fluid. The stack comprises a number of tubes secured into a tube-plate at
each end, and a series of baffles directs the flow of hot fluid back and forth across the tube bundle. At
each end of the heat exchanger is a header, whose purpose is to conduct the other fluid (usually sea-
water) through the tubes. These headers may he designed to give a single pass through the tubes or, as in
the figure below, two passes. Removable covers are normally provided on the headers, to facilitate
access to the tubes for cleaning.
Cleaning:
Before commencing cleaning operations make sure chat a new set of joints is available together with the
necessary tools and brushes. The tool kit available for repair to coolers contains a spiral brush with
handle and extension rod for brushing off soft deposits out of tubes. If the primary medium is water, then
in most designs this normally flows over the tubes. The water, usually fresh or distilled, is recirculated
and the heat exchanger should not normally be subject to heavy fouling. Units should, therefore only
require cleaning after long period of service.
Deposits should, therefore, be removed by the use of one of the recommended chemical detergents.
Cleaning can be carried out either in-situ or by immersion in a separate tank. Agitation or circulation of
the detergent is generally recommended.
The majority of deposits found in the seawater side of heat exchangers are relatively soft and can be
removed the use of the special brushes. In action, rotate the brush and rod in a clockwise direction to
avoid unscrewing the brush head from the rod assembly. If possible attach the rod assembly to an
electric hand drill, which will speed up the cleaning and will prevent unscrewing. The use of water hose
will help to keep the brushes clean and will carry away the loosened deposits. The importance of
removing these soft deposits and obstructions regularly cannot be over emphasised, since there is a
danger of corrosion from partially obstructed tubes, together with increased pressure losses and a drop in
performance.
Careful brushing is essential, since if the tubes are mechanically, damaged they may suffer rapid failure
from corrosion mechanisms. When solid foreign bodies obstruct tubes, do not force the brush through
the tube as this may damage the tube walls.
If the deposits are hard and do not respond to brushing, then cleaning by chemical treatment is generally
preferred. If, however, chemical cleaning is also ineffective, then mechanical cleaning by drilling the
deposit may be attempted. A selection of scale drilling tools is commercially available. These tools
should be used with extreme caution as mechanical damage to the tubes can occur very easily.
Chemical Cleaning:
Deposits found on the fresh water side of heat exchangers can generally be removed easily by one of the
acid based de-scalents. Cleaning can be carried out either in situ or by immersion in a separate tank.
Always follow the manufacturers instructions regarding temperature, strength and operating procedure.
Seawater surfaces may be found to be coated with a heavy adherent scale, which is known as a hard
water scale. These scales may be formed from calcium sulphate or silicates. These scales are best
removed by acid de-scaling.
After acid de-scaling the unit should be thoroughly rinsed with water and the tubes brushed through. The
unit should then he rewashed with water, followed by rinsing with a 5% washing soda solution to
neutralize any remaining acid.
Oily and greasy deposits require de-greasing prior to de-scaling with acid based solutions. Alternatively,
oil deposits can be removed by the use of a combined de-greasant acid de-scaler. Proprietary degreasing
chemicals can generally be classified into one of three types, although they may have a mixed action.
Alkaline De-greasants:
These are based on chemical alkalis such as hydroxides, silicate, carbonates, phosphates, soaps and
synthetic detergents. These usually work at high ph values, and are not generally suitable for aluminium
and light alloy components. Certain proprietary brands have been developed for use with aluminium
alloys.
Hydrocarbon Solvents:
These de-greasants can vary from light petroleum products to chlorinated hydrocarbons, and can be used
in the liquid or vapor forms. They dissolve oil and grease but will not remove water-soluble salts, which
are often present in deposits. The chlorinated hydrocarbons are generally preferred to the other
petroleum products since they are non-flammable. They are, however, still extremely volatile, toxic
and/or narcotic. All smoking must be prohibited and good ventilation provided when degreasing with
hydrocarbon solvents
Note:
1. Many of these products are suitable for cleaning aluminium alloys, but those, which are strongly
alkaline or acidic, can cause excessive attack and should not, therefore, be used.
2. All de-greasants are harmful to personnel and their clothes, etc. Many are toxic, or volatile, and
the majority attack rubber ant paints. It is essential, therefore, that adequate ventilation is
provided and that the clearers should be used strictly according to the manufacturers'
instructions.
1. Obtain a new set of joint rings before commencing to dismantle the cooler.
2. Isolate the unit by closing the appropriate valve, then drain off both fluids. Oil should be
removed whilst still warm, if possible.
3. File register marks across the edges of the cylinder, tube plate and water box flanges, to ensure
correct alignment when reassembling.
4. Remove metallic connector strip (if fitted).
5. Unscrew the nuts and remove the fixed end water box and joint ring.
6. Remove the expansion end box together with the machined leakage ring and two joint rings.
7. Remove the tube stack:
Owing to the close manufacturing tolerances maintained in the production of these units, it may be
difficult to remove the tube stack from a unit that has been untouched for a number of years.
On no account use levers under the fixed end tube plate to pries the stack loose. This may damage the
plate and cause leakage when the unit is reassembled. An effective method of starting the stack is to
place a suitable bar diametrically across the expansion end tube plate, then pull the bar up to the cylinder
by the progressive tightening of bolts which pass through the extremities of the bar and aligned holes in
the cylinder flange.
Support the stack, if horizontal, with a webbing or leather sling of suitable strength, or with an eyebolt
for vertical hoisting. A tapped hole is provided at the centre of each tube plate for the insertion of an
eyebolt. Great care must be exercised to avoid damage to the stack during handing.
Tube Removal and Replacement:
Adverse operating conditions or careless maintenance may be the cause of tube failure. As a temporary
measure using the wooden plugs supplied with each kit of cleaning and re-tubing tools should isolate a
defective tube. A plug should be driven securely into both ends of the tube. When convenient, and
particularly when a number of tubes have been plugged, take steps to fit new tubes, using the correct
tools for the job and working to the instruction as given in detail in the following pages.
See figures on page 8 for plugs and tools.
2. Control temperature by regulating C.W. OUTLET VALVE whilst inlet valve is kept fully open.
3. Keep air out of system by use of vent cocks on sea suctions and coolers and cheek pump glands.
4. No Stagnant or Partly full condition should be kept in the cooler as it promotes corrosion.
When the cooler is not working/ not in use, drain cooler.
6. OIL COOLERS: Circulate oil over the tubes until it has reached operating temperature before
turning on cooling water.
7. MONITOR CONDITION of cooler by the terminal temperatures and pressure loss across cooler.
8. INSPECT AND CLEAN at regular intervals and replace sacrificial anodes as required.
Elastic gaskets glued into grooves round the edges of the plates form the sealing surface. Note the
double gasket arrangement round the bypass flow port including the drain hole for leakage
detection.
Countercurrent flow. This exploded view illustrates the arrangement of alternating channels
giving counter-current flow throughout for higher heat-transfer efficiency. In the standard marine
platage shown here, all the channels for medium are connected in parallel to permit location of the
inlets and outlets at the fixed end of the frame.
Corrugations stiffen the plates (permitting the use of thin-gauge material), increase the effective area and
promote highly turbulent flow even at low liquid velocities. All these factors contribute to the efficiency
of heat transfer. A frame consisting of a fixed cover and a movable cover, fitted with clamping bolts,
compresses the pack. The plates and movable cover are suspended from an upper carrying bar and
located by a lower guide bar, the ends of which are fixed to a support column.
Fluid connections are located in the fixed cover, or, if either or both fluids make more than a single pass
within the unit, in the fixed and movable covers.
How a Plate Heat Exchanger is built:
Clamping bolts: The plates are uniformly compressed between the frame and pressure plate by lateral
bolts - two or more on each side. To open the pack for inspection, the nuts are simply slackened and the
bolts lifted out. Special bearings next to the nuts reduce the friction force when the bolts are tightened.
For different duties, plates have various types of corrugations such as parallel lateral corrugations - the
washboard pattern. Turbulence is promoted due to the continuously changing flow direction and
velocity. Another type is the herringbone corrugation.
Such plates are assembled with the pattern pointing in opposite directions, producing a channel whose
geometry imparts a swirling motion to the fluid. Support is achieved with the parallel-corrugated type by
pressing dimples into the plates, which prevents the corrugations from collapsing in to each other.
Herringbone corrugated plates are clamped together to metallic contact. In this way a very large
number of contact points is obtained, enabling thin material (0.6 0.8mm) to withstand high differential
pressure (up to 25 bar). Figures in the page 17 show a variety of plate sizes and configurations. By
mixing the plates the heat exchanger can be optimized for a wide range of thermal duties.
Seawater leakage
Leakage pattern: (Inter-leakage impossible):
Cleaning:
Normal Operation:
2. Back flushing: The reversal of one or both fluid flows for short periods.
Fault Finding:
a) Reduced Cooling Efficiency: Open the plate heat exchanger and cheek the heat transfer surface
for deposits, which should be removed as described under Cleaning. Check that the flow rates
for oil and water are correct.
b) Leakage Visible on the Outside of the Plate: This fault can often be eliminated by tightening the
plate pack further, but not past the minimum measurement. Cheek that the gaskets and sealing
surface are clean and that the plates are not deformed. In extreme cases the gaskets may have to
be exchanged. The plates have double gaskets at the ports.
d) Fresh Water or Lubricating Oil Volumes Decrease in the Respective Systems: Remove the lower
seawater valve. Apply a test pressure on the opposite side. There is a hole in one of the plates if
liquid flows from the side under pressure and out through the loosened connection. Exchange the
faulty plate. If no spare plate is available the plate can be removed with the exception of the
plates nearest the pressure plate and the connecting plates (the end plates). An adjoining 4-port
plate must then also be removed so that the rule: every other plate an A- plate and every other a
B-plate, is maintained.
Note: Internal leaks cannot be remedied by a further tightening of the plate, pack. Only external leaks
can be eliminated in this way.
1. Open the plate heat exchanger and clean seaweed etc; from the plates and let them dry.
2. Tighten the plate heat exchanger when the seawater side of the plates is completely dry.
3. Test the lubricating oil side hydrostatically. Inlet and outlet valves on the seawater side must be
closed. Leave the drain hole on the lower seawater connection open. This will show when oil,
leaks through and will also prevent the oil from filling the channels.
4. Stop the test when oil flows through the drain hole on the seawater side. Shut inlet and outlet
valves on the oil side and empty the oil in the plate heat exchanger into the oil drainage box.
5. Open the plate heat exchanger carefully so that oil does not enter the seawater side through the
gaskets.
6. It is now possible to find the plate or plates with holes. Oil will have penetrated through the holes
and formed an oil patch on the back of the defective plate. Note that the plates appositive the
defective ones will also have an oil film on the seawater side. Visual inspection with a strong
light behind the plate is recommended in order to determine which plate is defective. A wet patch
instead of an oil patch will be found on the back of the leaking plates when testing with water.
The plate pack length is stated on the drawing and on the type plate. Two lengths are given on some heat
exchangers. The larger one is the plate pack length for a heat exchanger with new gaskets. As the gaskets
age it may be necessary to tighten the plate pack further but never to the smaller of the two
measurements. The plates may be become damaged if it is tightened further.
The tightening bolts should be tightened alternately and uniformly. Check the plate pack length on both
sides of the plate pack. Do not tighten when the heat exchanger is under pressure.
Anaerobic Attack:
This is caused by polluted waters, which break the stable protective film. In anaerobic conditions
bacteria liberate sulphurated hydrogen, which attacks the tube material, forming a non-protective
sulphide film. The attack has a progressive nature.
Stagnant conditions are conducive to this type of corrosion, and where a unit is to stand for some time,
drain the tubes, flush through with hot water and dry out. If the unit is contaminated with decay
organisms then these should be removed prior to washing out.
Erosion:
Abrasive solids, such as sand in the raw water, plus high water speeds, cause this. Good design does not
rely on high water velocities for efficient performance and therefore are less liable to this form of attack.
However as far as possible prevent the ingress of abrasive particles.
Corrosion Protection (Sea Water Side):
1. Coating (in water boxes) of Bonded Rubber, Bitumastic Type, Neoprene or Epoxie Resin.
2. Sacrificial Anodes (in water boxes) of Soft Iron, Mild Steel or Zinc. (These corrode and form a
protective coating on the tube surface).
3. Dosing: With 10% solution of Ferrous Sulphate (brown film formation) or Sodium Hypo-
chlorite - releases free chlorine into the water.
Fouling:
1. Fouling disturbs water flow (partially obstructed tubes), leading to rapid corrosion attack.
2. Fouling forms insulative layer on tubes, impeding heat transfer.
Plate Type:
The frames are made of mild steel and the plates are constructed of either titanium or aluminium brass
(76Cu/22Zn/2Al) when in contact with seawater or stainless steel for other applications.
Coastal and landlocked waters may be polluted with organic sulphides and other corrosive chemicals
that can cause serious corrosion problems in ships' cooling water systems, including coolers.
Accordingly special attention must be given to the materials used in these systems. Titanium is
recommended for these coolers having regard to its high corrosive resistant properties. Other materials
used in the construction of these units include titanium/palladium alloy, Incaloy 825 and Hasteloy C276.
A special coating is frequently applied to these areas of the plates subjected to high fluid velocity, e.g.
areas adjacent to the ports. The same coating is applied to the grooves to prevent crevice corrosion. It is
imperative that this is not damaged during overhaul.
The gaskets are made of nitrile rubber; resin cured butyl or asbestos for high temperature duties. Nitrile
rubber is the standard gasket material.
The frame is made of ordinary mild steel and the Liquids are in contact with the frame only in the
rubber-lined inlet and outlet ports. In some designs the inlet and outlet branches are of cast iron and are
renewable.
Condensers:
Condensers are typically built as a mild steel fusion-welded shell. A water box of cast iron or steel is
fitted at each end of the shell and, sandwiched between the flanges of the boxes and the shell are
Admiralty brass (70 Cu, 29 Zn, 1Sn) tube plates.
Tubes may be of Admiralty brass (not now common), aluminium brass, 90/10 cupro-nickel or 70/30
cupro-nickel. Where aluminium-brass tubes are used, the completed condenser has to be treated on the
waterside with ferrous sulphate in clean water, otherwise when working in estuarine waters the tubes can
be attacked and holed by sulphides in the water. In addition hollow plastic inserts may be fitted into the
inlet ends of the tubes to prevent inlet-end erosion.
Although 70/30 cupro-nickel should permit the use of a higher tube velocity, there is in practice a
reluctance to use tube water velocities much above 3.0 m/s even with this material, since in the event of
partial blockage of a tube or tubes, the local water velocity past the partial blockage could well approach
or exceed 5.5 m/s at which, for 70/30 cupro-nickel, adverse high velocity effects become significant.
Titanium Tubes:
Within the last few years, the use of titanium tubes for condensers operating with seawater has become
quite attractive. Formerly, by comparison with copper-based alloys, titanium was so expensive that its
use for condenser tubes could not be economically justified. Recently however, much more has become
known about those of its qualities, which render it an excellent tube material for seawater applications.
There is often confusion about the names of the materials commonly used in salt water systems,
particularly the copper alloys and stainless steels.
1. Brass:
An alloy of copper and zinc of which the main constituent is copper. The name requires further
qualification to identify various alloys more precisely:
3. Cupro nickel:
An alloy of copper and nickel qualified to denote the percentage of the two elements:
4. Gunmetal:
This is essentially a tin bronze with additions of zinc and lead. The original alloy known as
Admiralty gunmetal contained 88% Cu, 10% Sn and 2% Zn. The more common variations today
contain lead at the expense of some of the tin and may have nickel added.
5. Monel metal:
This is a proprietary name of the International Nickel Co. Ltd. Which covers alloys, the main constituent
of which is nickel. The nominal composition is 70% Ni; 30% Cu with Fe and Mn.
6. Muntz metal:
An old name, which is still occasionally used to denote a 60/40 brass.
7. Stainless steel:
There are three main types of stainless steel, which behave very differently in a seawater environment,
as follows:
Austenitic. 18% Cr; 8% Ni; reminder Fe.
With stabilizing additions of molybdenum, titanium or
niobium. Not heat-treatable, non-magnetic and the most
corrosion resistant.
Martensitic. 16% Cr; 2% Ni; reminder Fe.
Can be hardened and tempered; strongly magnetic.
13% Chromium. 13% Cr; reminder Fe.
Can be hardened and tempered, magnetic. The least
corrosion resistant.
8. Titanium:
It may be used in the pure form as sheet or alloyed with aluminium and/or small amounts of other
elements. It is practically un-corrodable in seawater. Its limitation is its high price.
*****************************************Kv************************************
The only attention that heat exchangers should require is to ensure that the heat transfer surfaces remain
substantially clean and the flow passages generally clear of obstruction. Indication that undue fouling is
occurring is given by a progressive increase in the temperature difference between the two fluids, over a
period of time usually accompanied by a noticeable rise in pressure loss at a given flow.
Fouling on the seawater side is the most usual cause of deterioration in performance. The method of
cleaning the seawater side surfaces depends upon the type of heat exchanger. With shell-and-tube heat
exchangers, the removal of the header covers or, in the case of the smaller heat exchangers, the headers
themselves, will provide access to the tubes. Obstructions, dirt, scale, etc., can then be removed, using
the tools provided by the heat exchanger manufacturer. Flushing through with fresh water is
recommended before a heat exchanger is returned to service. In some applications, such as piston oil
cooling, progressive fouling may take place on the outside of the tubes. Most manufacturers
recommended a chemical flushing process to remove this in-situ, without dismantling the heat
exchanger.
Plate heat exchangers may be cleaned by unclamping the stack of plates and mechanically cleaning the
surface of each plate as recommended by the manufacturers. Care must be taken not to damage the
protective coating applied around the ports and in the seal grooves. The plate seals may require
replacement from time to time and here the manufacturers' instructions should be closely followed.
Corrosion by seawater may occasionally cause perforation of heat transfer surfaces. This will cause
leakage of one fluid into the other but this is not always easy to detect whilst the leakage is small,
although substantial leaks may become evident through rapid loss of lubricating oil, jacket water, etc.
Location of a perforation is a straightforward matter in the case of a tubular beat exchanger, whether this
is of the shell-and-tube type or of other tubular construction. Having drained the heat exchanger of
seawater and removed the covers or headers to expose the tube ends, some flow of the liquid on the
other side of the surface will be apparent, in the case of oil and water coolers, from any tubes which are
perforated. To test for leaks in air coolers, drains coolers, etc. each tube in turn can be plugged at each
end and pressurised with air; inability to hold pressure indicates a leak.
To aid the detection of leaks in a large cooler such as a main condenser, in which it is difficult to get the
tubes dry enough to witness any seepage, it is usual to add a special fluorescent dye to the shell side of
the cooler. When an ultraviolet light is shone on to the tubes and tube plates any seepage is seen since
the dye glows with a vivid green light. In plate heat exchanges, the only way to locate leaks is by visual
inspection of the plate surfaces.
On docking for any protracted period, such as for repairs, refitting, etc. it is advisable to drain the sea-
water side Of heat exchangers, clean and flush through with fresh water, after which the heat exchanger
should be left drained, if possible until the Ship re-enters service.
Condensers:
General Construction:
A modern surface condenser consists of a welded steel shell, through which pass a large number of
brass, cupro-nickel or aluminium-bronze tubes. At each end of the shell is fitted a cast-iron water end,
divided from the shell by a large brass tube plate. A circulating pump draws from the sea and delivers
through the condenser tubes and thence overboard. Depending on the number and arrangement of the
divisions in the water-ends, the circulating water may be made to pass through the shell one, two, three
or four times; hence the terms single-flow, two-flow, etc; condenser. See figures below:
3 Flow: 4 Flow:
Modern condensers, when fitted with tubes of cupro-nickel alloy, give little trouble due to leakage of
tubes, but ordinary brass tubes have, in the past, been the cause of many stoppages at sea. Brass is a
mixture of cooper and zinc (70:30), and under the conditions of working, an electrolytic or galvanic
action is set up between the particles of copper and zinc comprising the metal.
The action resembles that in a primary electric cell, with a rod of copper and a rod of zinc immersed in a
weak- solution of sulphuric acid. When the rods are joined externally, and electric current flows and the
zinc rod is gradually eaten away. In much the same way, the zinc particles in the brass tube were eaten
away (called de-zincification) until a hole was formed, which allowed seawater to enter the steam space
and mix with the pure condensate. Some of action was due to water turbulence, and it was found that
expanded tubes with bell-mouthed ends, giving a streamline flow, were beneficial. Zinc plates
(sacrificial anodes), fitted to the tube plate or to the nuts of stays helped to reduce the effects of galvanic
action. Some firms used soft-iron plates attached to the end covers. Their effect was apparently to exist
away, and in so doing to provide particles of iron oxide, which coated the inside of the tubes, thus
protecting the brass surface.
In addition to the above condenser tubes wear through a fracture at the ends or at the division plate due
to vibration caused by the high velocity of the exhaust steam. These are always possible sources if
leakage.
Trouble is sometimes experienced with erosion of the first few centimeters at the inlet ends of the tubes.
This was formerly attributed to excessive water velocity, but more recent investigations have shown that
bad entry conditions are a more likely cause.
This effect can be minimised by bell-mouthing the tubes at the inlet and by designing the water boxes to
avoid pronounced cross flow. Plastic inserts may be fitted also. See figures given below:
Alternatively, a sheet of thin plastic material is placed over the waterside of each tube plate and the air
pump started. The suction effect passes through the holed tube or tubes, drawing the plastic into the
appropriate tube ends. Instead o the plastic sheets, special foam can be sprayed over the waterside of the
tube plate to perform the same function.
Tube vibration can occur if natural frequency of the tube coincides with the running speed of the
turbines, and can be aggravated by steam buffeting. The tube vibration characteristics depend on the
pitching of the support plates, on the clearance between the tube and the support plate hole, on the tube
diameter, thickness and material and are of course also influenced by the fact that when in operation the
tubes are full with seawater.
Tube vibration can result in the tubes hammering on one another, often to such an extent that flats are
found in the outer surfaces of the tube, ultimately wearing through the tube thickness. Vibration can also
cause fatigue failure of the tubes at the support plate and behind the tube plates and can cause slackening
of the tube to tube-plate fixing.
DISTILLATION:
Evaporators:
A considerable amount, of fresh water is consumed in a ship. The crew consumes on average about 70
litre/head/day and in a passenger ship consumption per capita can be as high as 225 litre/day. In
addition water will be consumed in any steam plant. In a steamship the consumption for the propulsion
plant and hotel services can be as high as 50 tonnes/day. Sufficient potable water may be taken on in
port to meet crew and passenger requirements but the quality of this water will be too poor for use in
water tube boilers and will require further treatment by distillation. It is common practice to take on only
a minimal supply of potable water and make up the rest by distillation of seawater. Even in vessels,
which carry sufficient potable water for normal requirements it is a statutory requirement that such
ships, when ocean going, should carry distillation plant for emergency use.
The main object of distillation is to produce water essentially free of salts. Potable water should contain
less than 500 mg/litre of suspended solids. Good quality boiler feed will contain less than 2.5 mg/litre.
By bringing the water to its boiling point and drawing off the vapour the salts and other solids are left
behind in the liquid, a proportion of which is discarded. The vapour produced is essentially solids-free
although some solids are carried over, especially if the equipment is misused.
The equipment in which this process takes place is known as an evaporator of which there are two
distinct types. One type boils the water at the saturation temperature corresponding to the pressure in the
evaporator and is known as a boiling evaporator. See figure below.
Boiling Evaporator:
The other type heats the water in one compartment before it is released into a second compartment in
which the pressure is substantially lower, causing some of the water to flash into a vapour. This type is
known as a flash evaporator. Thus in a boiling evaporator the water is maintained continuously at its
The submerged tube type of boiling evaporator was extensively used for many years. These evaporators
were bulky and heavy and, in the absence of constant, careful attention they primed readily, their
thermal performance was poor and they required frequent de-scaling, usually by physical effort.
Evaporator-distillers:
The many advantages of evaporation at sub-atmospheric pressures namely, the improved heat transfer
between the heating steam and the salt feed water, the greatly reduced formation of (a much softer)
scale, the facility for using otherwise waste heat and the increased output per unit of weight and bulk
have brought about the development of a number of compact, simply-controlled evaporator-distiller
units. These enable even the largest passenger ships to produce economically all their requirements of
fresh water, with an attendant freedom of use.
Basically, these units incorporate an evaporating section beneath a condensing or distilling section in a
common vessel of appropriate shape. A controlled flow of filtered feed, taken preferably from a salt
circulating outlet, enters the evaporating section and ascends through a battery of vertical tubes,
surrounded by steam or hot water, vaporising as it goes, to the condensing section through a labyrinth or
screen (generally called a demister) which ensures that no droplets of salt water enter the condenser with
the vapour. The vapour, directed by suitably placed baffles, passes over the condenser tubes and falls as
water to an outlet duct, from which a distillate pump, via a salinometer, removes it. If acceptably pure,
i.e. not having a salinity over say 3 mg/litre, the distillate goes to the appropriate tanks; if not, a
solenoid- operated valve, energised by the salinometer, either dumps it to bilge or alternatively, the
Flash evaporators:
The temperature at which water boils is related to its pressure, e.g., 100*C at atmospheric pressure. This
principle is employed in flash evaporators, i.e. heated sea water if fed into a vessel maintained at sub-
atmospheric pressure, flashes into steam, is condensed by contact with tubes circulated with the salt feed
and is removed by a distillate pump. Baffles suitably placed and demisters, similar to those already
described, prevent carry-over of saline droplets; the arrangements for continuous monitoring for purity
of the distillate are similar to those described above.
If two or more vessels in series are maintained at progressively lower absolute pressures, the process can
be repeated, the incoming salt feed absorbing the latent heat of the steam in each stage, with a resultant
gain in economy of heat and fuel. This is known as Cascade evaporation, a term which is self-
explanatory. Figure below shows a two-stage flash evaporator distiller.
The flash chambers are maintained at very low absolute pressures by ejectors, steam or water operated,
the salt feed is heated initially by the condensing vapour in the flash chambers, secondly in its passage
through the ejector condenser (when steam-operated ejectors are used) and is raised to its final
temperature in a heater supplied with low pressure exhaust steam. Brine density is maintained, as in the
case of the evaporator-distillers described previously, by an excess of feed over evaporation and the
removal of the excess by a pump some re-circulation of brine may be provided for, in certain
circumstances.
This process will continue until all the pure water has passed through the membrane or until the
hydrostatic head of the salt solution is sufficiently high to arrest the process. At this latter point the
hydrostatic pressure is known as the Osmotic-pressure (See figure below) of the salt solution at its
particular concentration.
Reverse osmosis, as the name implies, is the use of this phenomenon in the reverse direction resulting in
water being forced through the membrane from the concentrated solution to the more dilute. This
reverse flow is achieved by applying a pressure, higher than the Osmotic pressure of the concentrated
solution, to the concentrate side of the membrane. The sketch below illustrates the above principle.
For production of large amounts of pure water, the membrane area must be large and it must he arranged
in a configuration, which makes it strong enough to withstand the very high pump pressure needed.
The man-made membrane material used for seawater purification is produced in the form of flimsy
polyamide or polysulphonate sheets, which without backing would not be strong enough. The difficulty
The core of the cartridge is a porous tube to which are attached the open edges of a large number of
envelopes each made of two sheets of the membrane material. The envelopes, sealed together on three
sides, contain a sheet of porous substance, which acts as the path to the central porous tube for water,
which is squeezed through the membranes. Coarse gauze sheets separate the envelopes. Assembled
envelopes and separators initially have the appearance of a book opened so that the covers are in contact,
the spine or binding forming a central tube. The finished cartridge is produced by rotating the actual
central tube, so that envelopes and separators are wrapped around it in a spiral, to form a cylindrical
shape. Cartridges with end spacers are housed in tubes of stainless steel as shown in the figure below or
other material.
The number of cartridge tubes in parallel governs output of the reverse osmosis plant. Quality is
improved by installing sets of tubes in series.
Note: Neutraliser, sand bed filter and carbon bed filter can all have their flows reversed for cleaning
purposes:
Electro-Katadyn method of sterilization:
The Electro-katadyn process accepted as an alternative to chlorination (see M- Notice 1401) involves the
use of a driven silver anode to inject silver ions (Ag+) into the distilled water product of the low
temperature evaporator. Silver is toxic to the various risk organisms. Unlike the gas chlorine, it will not
evaporate but remains suspended in the water.
The sterilizer is placed close to the production equipment with the conditioning unit being installed after
the sterilizer and before the storage tank.
The current setting controls the amount of metal released to water passing through the unit. If a large
volume has to be treated, only part is bypassed through and a high current setting is used to inject a large
amount of silver. The bypassed water is then added to the rest in the pipeline. With low water flow, all of
the water is delivered through the device and the current setting is such as to give a concentration of 0.1
ppm of silver. The silver content of water in the domestic system, should he 0.08 ppm maximum.
Ultra-violet sterilizer:
A means for sterilizing potable water at the point of use, is provided an many offshore installations and
ships, by an ultra-violet radiation unit which is positioned after the hydrophore tank and as close as
possible to the tap supply points. The stainless steel irradiation chamber contains low-pressure mercury
vapour tubes, housed in a quartz jacket. Tubes are wired in series with a transformer for safety. A wiper
is fitted within the chamber to clean the jackets and lamp observation window. Units of a similar type
are used for pretreatment disinfections in some reverse osmosis plant.
Salinometer:
The probe type electrode cell is fitted into the pipeline from the evaporator, co-axially through a
retractable valve, which permits it to be withdrawn for examination and cleaning. The cell cannot be
removed while the valve is open and consists of two stainless steel concentric electrodes having a
temperature compensator located within the hollow inner electrode. It operates within the limits of water
pressure up to 10.5 bar and water temperatures between 15*C and 110*C.
The incoming A.C. mains from control switch S2 through fuses FS, feed transformer T. A pilot lamp SLI
on the 24 V secondary winding indicates the circuit is live.
A semi-conductor in shunt protects the indicator from overload across the indicator and potentiometer.
When the water temperature is at the lower limit of the compensated range the total resistance of the
compensator is in circuit and the two paths are as described above. As the temperature of the water rises,
the resistance of the compensator device drops progressively, the electrical path through the
compensator now has a lower resistance than the other and a large proportion of the cell current. The
compensator therefore ensures that the alteration in the balance of the resistances of the two paths
corresponds to the increased water conductivity due to the rise in temperature and a correct reading is
thus obtained over the compensated range. The alarm setting is adjustable and the contacts of the
warning relay close to light a lamp or sound a horn when salinity exceeds the acceptable level.
The salinometer is also arranged to control a solenoid-operated valve, which dumps unacceptable feed
water to the bilge or recirculates. The salinometer and valve reset automatically when the alarm
condition clears.
*************************************Kv********************************************
PURIFIERS FILTERS:
While all the above methods have their advantages and disadvantages, centrifugal separation has always
proved to be the most efficient. The separator most frequently adopted onboard ships is the disc type
separator with solid bowl and the self-cleaning bowl, which permits fully automatic operation. It must
be remembered that the most important advantage of the centrifugal separator is its ability to remove
solid and liquid impurities simultaneously.
Separators with solid bowls, requires be stopping and cleaned frequently. This would be inconvenient to
the crew. If a solid bowl separator must be chosen, then it must have a large sludge capacity (even if
smaller ones offer the same optimum capacity). Some engine builders and classification societies
recommend only the self-cleaning types for the purification of heavy fuel oil and lubricating oil used in
trunk piston engines. For this reason, a number of progressive shipping companies have replaced their
older purifiers with automatic self-cleaning types.
The essential condition for centrifugal separation is that the individual liquids which make up the feed
should be separable - both by gravity in a settling container, and by centrifugal force, in a centrifugal
separator. Naturally, centrifugal separation is quicker and much more efficient.
Principle of Operation Clarification:
If a solid-liquid mixture is placed in a vertical container, the heavier solid particles will settle down
under the effect of gravity.
Rotating Vessel:
The sketch shows a settling vessel with one feed inlet and two discharges, which can continuously
separate a liquid mixture while simultaneously removing solids.
Here, h must be so adjusted that 1 h1 = 2 h2, i.e. equal hydrostatic pressure prevails.
For the arrangement to work successfully, it is necessary to first introduce the heavier liquid (e.g. water)
until discharge is observed at the water outlet (water sealing). Next, the mixture is added. With this type
of arrangement, settling capacity is dependent on residence time necessary for complete separation of
individual components.
As the liquid pressure increases as the square of the distance from the axis of rotation.
Bowl Shape:
In marine practice two types of bowl are found in centrifugal purifiers: the tubular bowl manufactured
by Sharples, 110 mm diameter and 760 mm long, and the disc type bowl of larger diameter, but about
500 mm height, manufactured by Alfa-Laval, Westfalia, and Mitsubishi.
Tubular Bowls:
When considering the mechanics of bowl design, it was found that for the same material strength it was
possible to achieve the maximum acceleration field in bowls of small diameter running at high speeds.
In spite of the small diameter, tubular bowls have relatively high bowl content, but low sludge capacity,
and therefore only suitable for liquids with low solids content. The ratio of bowl length to bowl diameter
with tubular bowls is approximately 7:1, and in the case of disc type bowls, approximately 1:1.
The liquid to be clarified flows through the tubular bowl axially in a thin layer of annular X-section,
outlet diameter, d. Hence, in spite of high acceleration field at the periphery, the only acceleration field
utilized, corresponds to the diameter of the overflow weir d.
The Bowl:
Efficiency of separating depends on the speed of the bowl, which develops 5000 - 7000 times the force
of gravity. Additionally, two further principles are involved; thin strata distribution and balanced column
principle.
Key: 1: Bowl hood; 2: Lock Ring; 3: Sliding bowl bottom; 4: Bowl body; 5: Disc stack.
Left Figure: Conical disc stack: Separator bowl (Courtesy Alpha-Laval):
Right Sketch: Path of limit particle through separation channel:
Normally, as there is a small quantity of water in the feed it is necessary to prime the bowl before each
run, otherwise all the oil will pass over the waterside to waste. The cylindrical division between oil and
water is known as the interface.
The Interface:
The position of the interface is critical for effective purification. The bowl is adjusted for separation of
liquid mixtures, with different specific gravities, by altering the diameter of the heavy phase (water)
outlet. For this purpose a number of gravity discs with different hole-diameters are supplied with each
machine. The higher the density of the lighter phase, the smaller the hole.
However, care must be taken to ensure that the disc is not too small, as this will result in the
interface forming within the disc pack, reducing the separating efficiency. If the hole is too large,
the interface will form outside the top disc, permitting the oil to escape to waste.
Operation:
There are two modes of operation: Purification and Clarification. The purifier, in the marine industry, is
used for separating water from oil. Water, being heavier, is forced towards the bowl periphery of the
bowl and the lighter oil moves to the center. Each leaves the separator through its own out let. Any
solids will accumulate at the periphery.
For separating solids from liquids a clarifier is used. Its bowl has only one outlet for the treated or clean
liquid, the extracted solids accumulating at the periphery.
In the sketch below, arrangement for purification is shown on the left and for clarification, on the right.
Operation in series:
Recommendation: The two separators should preferably be operated in series (purifier followed by
clarifier) as shown in the figure below.
Comments: The clarifier following the purifier in operation in series will give an additional
improvement to the separation result and also acts as a safety net if the interface of the proceeding
purifier for any reason has moved into the disc stack. This additional security that the clarifier provides
is important since cleaning of today's low- grade heavy fuel oil means operation near the limit of the
purifier performance. Any water separated in the clarifier is collected with the sludge at the periphery of
the bowl and is discharged with the separated sludge.
Remark: The air vents and drainpipes of main engine must have continuous slope of minimum 5%.
Purifier room must be independent from engine room space and must have its own ventilation
and oil-fire fighting system. Generally it has its own sludge tank.
Operation in parallel results in better sludge handling capacity, which is important if the oil contains
excessive amounts of sludge.
The pretreatment and cleaning:
System:
It must be recognized that a system is required in order to obtain optimum results from the pre-treatment
and cleaning of today's low- grade heavy fuel oil.
Design considerations:
Some major points to be considered when designing a complete system are (See figure next page):
1. Different tanks should be provided for oils of different origin unless they are proved to be
compatible. The tanks should be designed in such a way that they can be properly emptied.
Otherwise there is risk for incompatibility problems when bunkering new oil on top of
previously bunkered oil.
2. Inlet of oil from bunker tanks should be placed at the top of the settling tank. Otherwise there is a
risk for too low temperature at the suction point for the separator feed pump.
3. Level switches should be installed for topping-up the settling tank to avoid temperature
fluctuations at the suction point for the separator feed pump.
4. Temperature control should be installed to minimize temperature fluctuations in the settling tank.
This is important in order to be able to maintain a constant separation temperature. The
temperature in the settling tank should not be below 40-50*C. Otherwise the oil may not be
pumpable.
5. The settling tank should have a sloping bottom for the collection of water and heavy sludge. The
main purpose of the settling tank from the cleaning point aspect is:
To act as buffer tank.
To provide a constant temperature.
To settle and drain gross water contamination.
6. A sensor should be installed to give a signal when high water level is reached to secure proper
draining of the settling tank.
7. The plant should have separate pumps of positive displacement type as feed pumps operating at a
constant flow rate. Note that two pumps are recommended; one running and one stand-by.
8. A strainer should be incorporated in the suction line of the feed pump to remove coarse particles.
9. A pneumatic constant flow regulating system is recommended. By means of such a system it is
possible to achieve the calculated required flow rate of the cleaning plant and also to maintain a
constant flow rate to the separators. Furthermore it is possible to distribute the flow between
separators operating in parallel.
10. The separation temperature should be constant. A control circuit including a temperature
transmitter, a PI-type controller with accuracy of 2*C and a correctly sized steam valve
should be installed. The steam trap should be of the float type.
11. The system should have a purifier for separating sludge and water including slugs of water.
12. The system also should have a clarifier for additional improvement of the separation result and
for safely.
13. The separators should be connected so that they can be operated as purifiers in single operation
in case of failure of any of the separators. Also the separators should be connected so that they
can operate as purifiers in parallel in case of excessive sludge in the oil.
14. An overflow pipe should be installed from the day tank to the settling tank. Also the overflow
pipe should be connected to the lower part of the day tank to re-circulate water that may get into
the oil after the separators (due to condensation, coil leakage etc.).
15. The day tank should have a sloping bottom to collect water and sludge.
16. A sensor should be installed to give a signal when high water level is reached to secure proper
draining of the day tank.
17. Attention should be paid to recommended detailed flow charts, installation diagrams and
Installation Specifications of the engine builder and purifier manufacturer.
18. An additional separator is recommended for cleaning diesel oil.
The sludge discharge takes place through a number of slots in the bowl wall. Between discharges these
slots are closed by the sliding bowl bottom, which constitutes an inner, sliding bottom in the separating
space. The sliding bowl bottom is forced upwards against a seal ring by the pressure of the operating
liquid contained in the space below it. This exceeds the counteracting downward pressure from the
process liquid, because the underside of the sliding bowl bottom has a larger pressure surface (radius R1)
than its upper side (radius R2). Operating liquid is supplied on the underside of the bowl via a device
known as the paring disc. This maintains a constant operating liquid annulus (radius R3) under the bowl,
as its pumping effect neutralizes the static pressure from the supply. When the sludge is to be
When the pressure exerted by the operating liquid against the underside of the sliding bowl bottom
diminishes, the latter is forced downwards and opens, so that the sludge is ejected from the bowl through
the slots in the bowl wall. Any remaining liquid on the upper side of the operating slide drains through a
nozzle g (c). This nozzle is always open but is so small that the outflow is negligible during the bowl
opening sequence.
On completion of sludge discharge, the coil springs again force the operating-slide upwards (d), thus
shutting off the discharge valves from the space below the sliding bowl bottom. Operating liquid is
supplied through the outer, wider tube, but only enough to flow to the space below the sliding bowl
bottom and force the latter upwards so that the bowl is closed. (If too much liquid is supplied, it will
flow into the channel to the operating slide and the bowl will open again.)
Periodically the purifier bowl should be stripped and thoroughly cleaned. It is important to remember
that this is a precision built piece of equipment, which has been carefully balanced and all parts should
be treated with the utmost care.
The ALCAP separation system presented in this notes is designed specifically for heavy fuel oil and
must not be used for other applications such as lubricating oil, distillate fuel or marine diesel oil. The
density of the oil must not be below 900 kg/m3 at 15*C.
For optimum separation temperature fluctuations should not exceed 5*C. This is important for heavy
fuel oil with viscosity 380 eSt/50*C and higher as the recommended separation temperature is 98*C.
The density of a fuel tested at 15*C may approach, be equal to or greater than that of water. With high-
density fuels, the reduction in density differential between fuel and water can cause a problem with
separation but not with the usual solid impurities. Heating of the fuel (see figure on the next page) will
reduce the density and this may be sufficient in itself to obviate the problem of water separation. The
change in density of water with temperature (dotted line) is not so pronounced, as can he seen from the
graph, so that beating produces a differential. Some caution must be exercised in heating the fuel.
Desludging:
Opening the Bowl (Desludging): Shut oil feed and also fresh water feed if used.
The homogenizer (Vickers Type: See figure above) provides an alternative solution to the problem of
water in high-density fuels. It can be used to emulsify a small percentage for injection into the engine
with the fuel. This is in contradiction to the normal aim of removing all water, which in the free state can
cause gassing of fuel pumps, corrosion and other problems. However, experiments in fuel economy have
led to the installation of homogenizers on some ships to deal with a deliberate mixture of up to 10%
water in fuel. The homogenizer is fitted in the pipeline between service tank and engine so that the fuel
is used immediately.
It is suggested that the water in a high-density fuel could be emulsified so that the fuel could be used in
the engine, without problems. A homogenizer could not be used in place of a purifier for diesel fuel, as it
does not remove abrasives such as aluminium and silicon, other metallic compounds or ash-forming
sodium which damages exhaust valves.
Introduction:
Oil pollution is an International issue. Industries and ships discharge oil into the sea, river and on land.
Such pollution causes environmental problems, deterioration of marine life. If we do not take measures
to prevent or reduce oil pollution we will be wasting our precious energy source. Monetary losses due to
such oil pollution cannot be easily evaluated.
To understand how to pollution is caused and how to prevent it we shall approach the topic in the
following sequence.
It was not until 1954 that an international conference was held in London from, which evolved the
"International Convention for the Prevention of Pollution of the Sea by Oil, 1954". This Convention,
which entered into force in 1958, prohibited the discharge of what are known as persistent oils (crude
oil, fuel oil, lubricating oil or heavy diesel oil) or oily mixtures into certain areas of the sea. These
persistent oils are also sometimes referred to as black oils. An oily mixture for the purpose of the
Convention is a mixture containing.100 parts per million (100 ppm) or more of the prohibited oils. The
prohibited areas were all sea areas, which lay within 50 miles from the nearest land; in certain areas,
which were considered to be particularly vulnerable, wider prohibited areas were established.
Amendments were made to the 1954 Convention in 1962 and again in 1969. The 1969 amendments have
now been adopted and came into force on 20th January 1978.
The 1973 Convention applies to all types of vessels, operating in the marine environment including
hydrofoil boats, air cushion vehicles, drilling rigs, fixed and floating platforms. It covers all aspects of
international and accidental pollution from ships or by oil or noxious substance (chemicals) carried in
bulk or in packages, sewage and garbage.
The Articles, which are the international agreements, provide the legal regulatory framework upon
which the Convention is built and as such will not be of direct concern to the classification societies.
What is particularly significant is that the National authorities are permitted to delegate the
responsibilities of survey and certification to the classification societies.
Annex I: Oil
Annex II: Chemicals (liquid)
Annex III: Chemicals (packaged)
Annex IV: Sewage
Annex V: Garbage
Sources of Petroleum going into the Oceans: Million Tons Annually (mta):
The 35% of the ocean pollution caused by ships represents about 2 million tons of oil discharged
annually. Most of this oil discharge is the result of routine operating practices.
Sources of Oil Pollution from Ships:
There are various methods by which oil can enter the sea and cause pollution, many of which can be
prevented. This Section of the Manual sets out methods of avoiding and preventing the discharge,
spillage and leakage of oil into the sea.
The sources from which oil can enter the sea are:
1. From oil fields under the sea, either by natural seepage, or offshore oil production operations
where failure of faulty operation of oil drilling rigs and ship can and does occur.
2. From marine casualties such as stranding of ships and collisions of oil tankers and vessels other
than oil tankers, which carry oil as cargo or fuel.
a) Ships of 400 tons gross and above must be fitted with an oily water separating equipment
of filtering system. Over 10,000 tons grass an oil discharge monitoring and control
system will be required, which will ensure that the discharge is not more than 100 ppm.
b) The discharge must be stopped automatically when this level is exceeded. Alternatively,
the oily water separator may be used in conjunction with an oil filtering system of
approved type, which will limit the oil content in the effluent to 15 ppm. An alarm must
be fitted to indicate when this level cannot be maintained.
c) Should the oil content in the discharge exceed 100 ppm the discharge be automatically
stopped. A holding tank is provided so that, in port, the bilge water can be discharged
direct to this tank. Standard discharge connections are also provided so that discharge can
take place direct to reception facilities when necessary.
Large globules of oil separate out in the upper part of the separator. The smaller globules are carried by
the water into the spaces between the plates. The rising velocity of the globules carries them upwards
where they become trapped by the under-surfaces of the plates and coalesce until the enlarged globules
have sufficient rising velocity to travel along the plate surface and break away at the periphery. The oil
rises, is caught underneath an annular baffle and is then led up through the turbulent inlet area by risers
to collect in the dome of the separator. The water leaves the conical plate pack via a central pipe, which
is connected to a flange at the base of the separator.
Two test cocks are provided to observe the depth of oil collected in the separator dome. When oil is seen
at the lower test cock, the oil drain valve must be opened. An automatic air release valve is located in the
separator dome. An electronically operated oil drainage valve is also frequently fitted. This works on an
electric signal given by liquid level probes in the separator. Visual and audible oil overload indicators
may also be fitted.
To assist separation steam coils or electric heaters are fitted in the upper part pf the separator. Where
high viscosity oils are to be separated additional heating coils are installed in the lower part. Before
initial operation, the separator must be filled with clean water. To a large extent the conical plates are
self-cleaning but periodically the top of the vessel should be removed and the plates examined for sludge
build-up and corrosion. It is important that neither this separator nor any other type is run at over
capacity. When a separator is overloaded the flow becomes turbulent causing re-entrainment of the oil
and consequent deterioration of the effluent quality.
Key: 1: Escape valve. 2: Oil recovery valve. 3: Scum valve. 4: Cleaning valve. 5: High level test.
6: Deep level test. 7: Steam to coil. 8: Exhaust from coil. 9: Bosses for electronic probes.
11: Drain to bilge. 12: Test cock (water discharge). 13: Pressure gauge.
14: Pressure gauge connection. 15: Water outlet N. R. valve. 16: Mixture inlet test valve.
21: Ring and blank plate. 22: Coil steam heater
The 'Comyn' Separator: (Alexander Esplen & Co. Ltd.)
To fill the separator, slightly open scum valve 3, also high level test and air release valve 5 to vent the
separator during filling. When water flows freely from these valves close and stop filling. Close the
filling valve. Before commencing to pump oily water through the separator, ensure that water discharge
valve on ship's side is open, to allow the water effluent to be pumped overboard.
Slightly open both mixture inlet test valve and high-level test valve. Leave these two valves slightly
open during the working of the separator. Valve 16 will indicate the nature of the mixture entering the
separator, while valve 5 will free the separator of air and also denote the presence of oil within the oil
recovery dome.
Procedure while using automatic control: Switch on the electronic control panel. If water completely
covers the electronic probe the green indicator light will show. Alternatively, if the water level in the oil
dome, after filling, is below the level of the electronic probe, the red indicator light will show, in
addition to the green indicator light, and the alarm bell will ring. Note that oil has exactly the same effect
The principle feature of the internal construction of the separator consists of the coarse separating
compartment in the upper part and the fine separating compartment arranged below it. After the
separation of relatively large quantities of oil in the upper part, the fine separation takes place in the fine
separating compartment, which is fitted with a number of chambers with catch-plates with equal flow
through. The oil to be separated collects on the undersides of the catch-plates. After the oil has formed
larger drops it detaches itself from the edges of the catch-plates and rises into the oil collecting space in
the upper part of the separator. From there it is automatically drained into the used-oil tank.
The air brought along with the oil/water mixture when pumping the bilges is constantly let out of the
separator through an air-vent valve.
The de-oiled water leaves the separator downwards through a central pipe provided with nozzle holes
and flows to the filter for the remaining separation.
The filter is a two-stage filter. In the first stage mechanical impurities are filtered out simultaneously
with some fine separators. The second stare, which is fitted with coalescing inserts, takes over the
remaining separation. As the oily water flows through the coalescing inserts the tiny remaining oil
droplets coalesce to large drops of oil and owing to their lower specific gravity rise up into the oil
collecting space provided for this purpose. From here the oil is drained manually. The sketch in the
previous page shows all details of general arrangement of the combined gravity separator and filter.
A pressure control, which may be supplied along with the unit, indicates the rise in pressure in the filter
and gives signal when the time has come to change the filter inserts. At the same time, pressure switches
set on an alarm and serve for switching off the bilge pump before the permissible pressure exceeded.
In addition to the separator and fitter, an oil content meter can be supplied as an attachment, which sets
on a visual alarm as soon as the limit value of 15ppm oil content, fixed by IMCO, is exceeded. A
connection enables transmission of the signal for change over valve or separator pump control.
The coalescer is capable of forming oil globules up to 12 mm diameter and the heavier fuel oils usually
form long 'stalagmites', which grow to a considerable size before they are released. Because of the low
velocities employed the collected oil can flow past the water screen without becoming re-entrained and
carried through into the outlet.
The separators can be arranged for manual or automatic operation. Four test cocks are fitted, two to each
zone with the internal pipes arranged so that the high and low levels of oil can be monitored. When oil
reaches the high oil level test cock a manual discharge valve on the collection zone being monitored is
opened to allow the oil to discharge to the oil collection tank. The low oil level test cock is then opened
and when water appears the oil discharge valve is closed. The separator pressure valve is maintained at 1
bar either by having a high level overboard discharge or a spring loaded or manual discharge valve in
the clean water outlet.
The fully automatic version employs electronic capacitance probe units to monitor the oil/water
interface and to open automatically oil discharge valves, which can be of either the solenoid or electro-
pneumatic type - when the oil reaches the high level. When the oil has been discharged a signal from the
low oil level probe closes the valve. To prevent the electronic probes from giving false signals due to the
presence of the air the separator is fitted with air discharge valves, which automatically vent any air in
the primary and secondary zones. It is advisable to fit a high capacity basket strainer with a 20mesh
screen between the oily water pump and the separator to prevent dirt and debris from fouling the
underside of the coalescing bed. With a suitable strainer the bed will operate almost indefinitely without
servicing and does not normally require cleaning by back flushing or renewal but without adequate
filtration the bed is liable to become partially blocked resulting in a fall-off of effluent quality and a
significant rise in back-pressure. In the event of this occurring the bed should be backwashed.
Pumping considerations:
A faster rate of separation is obtained with large size oil globules or slugs and any break up of oil
globules in the oily feed to the separator should be avoided. This factor can be seriously affected by the
type and rating of the pump used. A British government research establishment some years ago on the
suitability of various pumps for separator feed duties and the results are shown in the table below carried
out tests. It follows that equal care must be taken with pipe design and installation to avoid turbulence
due to sharp bend or constrictions and to calculate correctly liquid flow and pipe size to guarantee
laminar flow.
Another approach is to register light scattered by oil particles dispersed in the water by the sampling
pumps as shown in the figure below.
Light reflected or scattered by any oil particles in the flow, illuminates the scattered light window. This
light when compared with the source light increases to a maximum and then decreases with increasing
oil content of the flow. Fibre-optic tubes are used in the device shown to convey light from the source
and from the scattered light window to the photo-cell. The motor-driven rotating disc with its slot, lets
each light shine alternately on the photo-cell and also, by means of switches at the periphery, causes the
signals to be passed independently to a comparator device.
These two methods briefly described, could he used together to improve accuracy, but they will not
distinguish between oil and other particles in the flow. Methods of checking for oil by chemical test
The light source and photo-cell can he situated in the cargo control room together with the control,
recording and alarm console. The sampling pump can be fitted in the pump room to keep the sampling
pipe short and so minimize time delay. For safety the drive motor is fitted in the machinery space, with
the shaft passing through a gas-tight seal in the bulkhead.
Oil content reading of the discharge is fed into the control computer together with discharge rate and
ship's speed to give a permanent record. Alarms, automatic shutdown, back flushing and re-calibration is
incorporated.
OIL RECORD BOOK:
Every oil tanker of 150 tons of gross tonnage and above and every ship of 400 tons gross tonnage and
above other than an oil tanker shall be provided with an Oil Record Book Part 1 (Machinery Space
Operations). Every oil tanker of 150 tons gross tonnage and above shall also be provided with a oil
Record Book Part 11 (Cargo/Ballast operations).
The Oil Record Book shall be completed on each occasion, on a tank-to-tank basis if appropriate,
whenever any of the following operations take place in the ship:
1. For machinery space operations (all ships):
a) Ballasting or cleaning of oil fuel tanks.
b) Discharge of dirty ballast or cleaning water from tanks referred to under (a) of the sub-
paragraph.
3. In the event of such discharge of oil or oily mixture as is referred to in Regulation 11 of this
Annex or in the event of accidental or other exceptional discharge of oil not excepted by that
Regulation, a statement shall be made in the Oil Record Book of the circumstances of, and the
reasons for, the discharge.
4. Each operation described in paragraph (2) of this Regulation shall be fully recorded without
delay in the Oil Record Book so that all the entries in the book appropriate to that operation are
completed. The officer or officers in charge of the operations concerned shall sign each
completed operation and the master of ship shall sign each completed page. The entries in the Oil
Record Book shall be in an official Language of the State whose flag the ship is entitled to fly,
and, for ships holding an International Oil Pollution Prevention Certificate, in English or French.
The entries in an official national language of the State whose flag the ship is entitled to fly shall
prevail in case of a dispute or discrepancy.
5. The Oil Record Book shall be kept in such a place as to be readily available for inspection at all
reasonable times and, except in the case of unmanned ships under tow, shall be kept on board the
ship. It shall be preserved for a period of three years after the last entry has been made.
6. The competent authority of the Government of a Party to the Convention may inspect the Oil
Record Book on board any ship to which this Annex applies while the ship is in its port or
offshore terminals and mav make a copy of any entry in that book and may require the Master of
the ship to certify that the copy is a true copy of such entry. Any copy so made which the Master
of the ship has certified as true copy of an entry in the ship's Oil Record Book shall be made
admissible in any judicial Proceedings as evidence of the facts stated, in the entry. The inspection
of an Oil Record Book and the taking of a certified copy by the competent authority under this
paragraph shall be performed as expeditiously as possible without causing the ship to be unduly
delayed.
7. For oil tankers of less than 150 tons gross tonnage operating in accordance with Regulation 15(4)
of this Annex an appropriate Oil Record Book should be developed by the Administration.
Reports should be sent to the authorities of the neighboring coastal states which may be affected by
pollution, or to the nearest coastal radio station.
The best and most desirable way of treating an oil spill is by physical removal. When it is not possible to
collect the oil by means of mechanical recovery equipment (i.e. physical removal) there are two
alternatives.
1. Leave the oil alone. Allow as much as possible to evaporate and be dissipated and diluted in the
water masses.
2. Combating the oil with chemical dispersants.
Equipment:
The basic equipment currently in use for the treatment of total waste generated on board ship consists of:
1. A sewage treatment plant, now being referred to as a marine sanitation device (M.S.D) for
treating raw sewage in order to produce an effluent suitable for overboard discharge where
permitted or prolonged retention onboard in a tank designed for the purpose.
2. An incinerator for all oil waste and residues plus galley and accommodation garbage. Nowadays
incinerators have been designed to accept sewage sludge and it will soon be, the practice to use
incinerators in conjunction with M.S.D.
* Suspended solids are unsightly and give rise to sitting problems in the harbour or inland waterway.
The presence of a high level of suspended solids in the effluent is usually a sign of a malfunctioning
sewage plant. The suspended solids level is measured by filtering a measured sample through a pre-
weighed asbestos pad, which is then dried and weighed.
# The c-coliform is a family of bacteria, which live in the human intestine. They can be counted easily in
a laboratory, test result of which is an accurate indication of the amount of human waste present in a
particular sewage sample. The result of this test is called the c-coli count and is expressed per 100ml.
**Biochemical oxygen demand or BOD is a measure of the total amount of oxygen, which will be used
up by the chemical and organic matter in the effluent. The importance of the BOD test is twofold:
a) Firstly, if the waterway in which the effluent is discharged is overloaded with oxygen absorbing
matter, the oxygen content of the water will be reduced to a level at which fish and some plant
life cannot be supported.
b) Secondly, a class of bacteria, which can live without oxygen, will predominate in the waterway
in which the sewage is discharged. The gas associated with these bacteria is hydrogen sulphide,
which is both corrosive and highly odorous.
Type of M.S.Ds:
1. CHT (Collection, holding and transfer) systems:
In this type of system, the sewage and wastewater is drained through a piping network to a collecting
tank. Provision is made to empty this tank into a shore receiving facility or to pump its contents
overboard in unregulated waters. As no discharge takes place in restricted waters, this is a no-
discharge or zero-discharge system.
2. The Physical-chemical sewage plant:
In this system the Black and Grey water* are held initially in a tank and treated with measured doses
of chemicals. This disinfects the water and flocculates the sewage into a sludge, which is pumped
out when the ship is at sea. The treated water may be re-circulated for use in toilets. It then becomes
a zero-discharge system.
3. Biological:
This uses natures own way of sewage disposal. Bacteria present in the sewage are used to break
down the sewage into a harmless sludge, which is pumped out when the ship is at sea.
4. Vacuum Collection:
In this system all sewage drains are conceded to a tank, which is maintained at a pressure of 0.5bar
(approximately half atmosphere). The vacuum tank permits the use of smaller bore sewage drain-
pipes and a reduced volume flush. Both these factors are important advantages onboard ships.
The Elsan type sewage plant as shown in the sketch below has an initial reception chamber in which
separation of liquid and solid sewage takes place. Wastes drop on to a moving perforated rubber belt
(driven by an electric motor), which the liquid passes through but solids travel with the belt to fall into a
caustic treatment tank. A grinder pump then transfers solids to the sullage or holding tank. The liquid
passes via the perforated belt to treatment tanks, which contain chlorine and caustic based compounds.
These chemicals make the liquid effluent acceptable for use as a flushing fluid. The Pneupress
arrangement, which supplies liquid for flushing the toilets, can deliver recirculated fluid or, when the
vessel is on passage, seawater.
Solids can be burnt either on a floor or on a grate. But combustion is better with a grate, which allows
air to pass through it rather than blowing air on to the waste lying on the chamber floor.
Another advantage is that ashes and in combustibles can fall into a pan below and then be extracted
easily, whereas with floor combustion the ash extraction door is above floor level and ashes have to be
spread or swept out - an unpopular duty.
Because of the very high temperature in the chamber, the insulation is very important and a refractory
lining is almost always used. As the lining thickness is inversely proportional to the heat transmission, a
normal thickness is usually between 15 and 30cm.
However, refractory material lasts longer if it is used in relatively thin walls, rather than thick ones. Thin
walls are more flexible. They adapt more readily to heat shocks and stand up better to ship vibrations.
Furthermore, heating-up time is shorter and this saves fuel. A suitable wall thickness is therefore about
100mm. In this case, if air is circulated between the refractory wall and the outer skin, the same overall
insulation value can he obtained as with a thick wall.
Refractory material is cement containing a suitable proportion of alumina to stand up to the designed
temperature levels and the corrosive action of sulphides and alkalis evolved during combustion of oil,
plastics and other wastes.
Safety Factors:
It seems obvious that, with a constant negative pressure in the combustion chamber, no injury can occur
if the garbage loading door or the ash door is opened during operation.
Shutting down the air supply is not foolproof as the safety interlock may fail. Therefore a negative
pressure of between 10 and 60mm.wg should be aimed at. This is usually achieve by a fan, situated in
the exhaust duct, which can also act as an exhaust booster, complementing the normal gas/air circulation
by combustion fan if combustion air is not supplied by suction from the exhaust fan. But this fan can be
damaged easily, because in becomes very hot, especially if operators overload solids. Then, gas
temperature may reach damaging levels before the air shutdown, actuated by a thermocouple, damps the
fire. Therefore, a safer method is to create the negative pressure by means of an ejector, the air being
blown in by a cold fan, and this is also, cheaper than the hot exhaust fan.
Garbage should not be loaded into a cold incinerator, because the poor combustion conditions, occurring
until the chamber has reached its proper temperature, will cause objectionable and polluting black
smoke. Therefore, all incinerators must be heated up before garbage is loaded. Loading then becomes a
hazardous operation because of the hot inner surface of the door and or the risk of blowbacks or
explosions from items in the garbage. To prevent this, incinerators should always have a double door
arrangement.
Reference:
Some aspects of incineration on board ships by R Nagel, Managing Director, Wilson Walton Ltd.
Cilchrist, A. (1976) Sea Water Distillers, Trans 1 Mar E, 88. Hill, E. C. (1987) Legionelia and Ships Water Systems, MER.
Merchant Shipping Notice No. M1214 Recommendations to Prevent Contamination of Ships' Fresh Water Storage and
Distribution Systems. Merchant Shipping Notice No. M1401 Disinfection of Ships' Domestic Fresh Water. The Merchant
Shipping (Crew Accommodation) Regulations 1978, HMSO. Allanson, J. T. and Chamicy. R. (1987) Drinking water from the
sea: reverse osmosis, the modern alternative, Trans I Mar E, 88.
***************************End of Pollution from Ships: ************************
Kv/BE/AMET/05/04.
Heat Exchangers:
Oil Separators: